Device for the control of the fuel supply of engines



,R. HAUGUEL 2,313,000

DEVICE FOR CONTROL OF THE' FUEL SUPPLY OF ENGINES March 2, 1943A.

Fildfmarch 25, 19se 2 Sheets-Sheet 1 rill/1111A Invention.

Egber H Mug we,

March 2, 1943. R. HAUGUEL I 2,

' DEVICE FORTHEHCONTROL 0F THE FUEL SUPPLY OF ENGINES Filed March 25,1939 2 Sheets-Shet 2 Inventor,

Robert Monique. JE/um Patented Mar. 2, 1943 UNHT S'E'ES DEVICE FOR THECQNTROL OF THE FUEL SUPHLY OF ENGINES Robert Hauguel, Le Havre, France;vested in the Alien Property Custodian Application March 25, 1939,Serial No. 264,265

In France June 18, 1938 4 Claims.

The present invention relates to a device for the remote control of thefuel supply of engines and its object is to enable a certain speed ofoperation of the engine to be predetermined from a distance whileallowing the driver the option of modifying said speed at will by meansof the usual members such as: brake, clutch and accelerator pedals.

The remote control according to the invention is designed so as tooffer, in particular, the following advantages:

The possibility, in the case in which a lower speed of operation thanthe maximum speed is predetermined, of increasing the inlet to saidmaximum speed by completely depressing the usual accelerator pedal.

The possibility of disengaging the clutch and consequently of changinggear without racing the engine, with automatic return to thepredetermined speed when the clutch is engaged, without involving theuse of any other control.

The possibility of braking by bringing back the inlet automaticallytowards a minimum without touching the speed predetermining member withautomatic return to the predetermined speed when the brake is released,without involving the use of any other control.

The possibility of gradually reducing the inlet corresponding to thepredetermined speed by depressing one or both of the brake and clutchpedals.

The possibility of giving the maximum inlet at all times and in spite ofthe effects of the brake and clutch pedals, by operating thepredetermining control or the usual accelerator pedal.

All these possibilities are provided for the purpose of procuringgreater ease of driving by decreasing fatigue, in particular in longjourneys, .by considerably reducing the usual operations, while allowingthe same facility for the operations when starting or when takinginclines.

In the accompanying drawings which are given solely by way of example:

Fig. 1 shows .a vertical section of a first embodiment of the device,

Fig. .2 is .a plan view corresponding to that of Fig. l and showing therelay of the main control,

Fig. 3 is a section along 33 of Fig.2.

Fig. 4 is a vertical section of .a modified embodiment of the device.

According to the embodiment shown in Figs. 1 to 3, i represents acontrol panel which might for example be the instrument panel of anautomobile vehicle, and 2 the butterfly valve which controls the inletthrough the pipe 3 of a carburettor not shown. The mechanical relayinterposed between the panel I and the pipe 3 is composed of a mainright angled slide block, the horizontal arm t of which is suitablyguided in a slide-way formed by an end 5 and two side plates 6 and thevertical arm 1 of which is connected by a flexible control of the Bowdentype .8 to the panel i which carries, for this purpose, a rod or knob 9engaging rack 7-6 by means of spring i! as shown in Fig. 4 which enablesthe inlet tube fixed at any desired point. -On the other hand, the cableiii enclosed in the sheath .8 which is adiustably secured to the arm 1of the main slide block, passes through the arm 1 of said slide blockand its-end passes through the control ll of the butterfly valve 2controlling the gases and carries a head for pulling said control 1!against the actio-nof the retracting-spring 1.9.

.It will be clearly seen that by pulling outzthe operating knob "9 ofthe control panel I, a pull .is exertedin'the direction of the arrowF;Said pull has the effect :of opening the throttle without modifying theposition given the sheath 8. It "is therefore possible to obtain themovementpf the arrow F cor-responding to theengine speed which ispredetermined and said speed should remain constant so long asthecontrcl on the panel I is not modified. 1

However, it is sometimes desirable to -be able to modify the speedchosen. Forthis purpose,

the vertical arm 1 is adapted to move freely on the cable Iii. Thismovement is obtained by means of a secondary slide 12 which isdisplaceable at right angles relatively to the main slide i. The mainslide 4 carries a finger or roller 1| 3 and the secondary slide isprovidedwith an oblique end forming-a cam M. A cable l5 whic-hpassesround a roller i6 is connected, on the one hand to the secondary slide12 and on the other hand to a control lever or pedal 25 which is placedbelow the instrument panel I and which, in the case of an automobilevehicle, may be an independent pedal, the brake pedal or the clutchpedal suitably arranged for this purpose.

A springcll which bears on a part l8 ben-tat right angles of the end 5and which reacts on the vertical arm 1 of the main slide constantlytends to push said slide in the opposite direction to the arrow 7 (seeFig. 2).

It will be clearly seen that when, as previously explained, the speed itis desired to maintain constantly has been chosen, it is sometimespossible to modify same between the maximum chosen and zero. It sufiicesto exert a pull on the cable l5 in the direction of the arrow F for theoblique end I4 of the secondary slide, bearing against the roller I3, topush said slide 4 in the direction of the arrow f, against the action ofthe spring II. During this movement of the slide 4, the arm I of saidslide moves along the cable I!) and pulls the sheath, thereby enablingthe throttle retracting spring I9, which is attached to a fixed point 20of the frame, to absorb the elongation of the cable and thereby enablethe retracting spring I9 to return the throttle 2 towards the closedposition. As soon as the pull on the cable I is released, a retractingspring 2I returns the secondary slide I2 to its inoperative position,which slide is suitably guided for this purpose in a slide-way 22constructed in one or two parts, which is fixed on one of the sideplates 6 and the inlet suitable for obtaining the selected speed isautomatically reverted to.

The cam portion I4 of the slide I2 is provided with a very inclined facehaving a quick action, which has the effect of reducing the gases in theshortest possible time as soon as the pull is started on the cable I5 bydepressing the pedal 25, and with a plane surface perpendicular to thedirection of the movement of the slide 4, which enables the pull on thecable I5 to be continued and thereby to maintain the reduction or thetotal closing of the inlet of fuel to the engine.

Assuming that the cable I5 is controlled by the brake pedal, it isnecessary for the gases to be shut off before braking begins, the actionof the cam I 4 has therefore to be immediate.

The second control, which may also be effected in a flexible manner bymeans of a flexible cable of the Bowden type 26, is obtained by means ofa pedal 2! on the right angled arm 28 of which is attached the cable 29,the other end of which passes through the control II of the throttle 2and carries a head 30 for pulling said control against the action of theretracting spring I9, the sheath 26 being held, preferably adjustably,between fixed parts 31 and 32 of the body.

It will be readily understood that when, after having determined thespeed of the engine by means of the rackiknob 9, by depressing the pedalthe throttle 2 has been allowed to close as previously mentionedresponsive to the retracting spring I9 (extreme position of the controlII opposite that shown in Fig. 1) it is still possible, by exerting apressure on the pedal 21, to move the control II between the position ofcomplete closure of the throttle 2 and the full open position of saidthrottle 2, whatever be the position of the rack knob 9, the part of thecable III between the members I and Ill bending or the end of the cableI0 slipping through the control II.

The results obtained'with' the device which has just been described may,in the case of an en gine mounted on an automobile vehicle, be obtainedstill more advantageously by means of the device shown in Fig. 4. r I

In this example, the spindle 43 of the butterfly valve 2 is rigidlysecured, outside the pipe 3, to a sector 44 to which it is connected bya lever 45 which extends approximately to the middle of said sector.

Near its end located above the lever 45, the sector 44 is provided withan eye 46 in which is engaged the end, terminating in a ball or head 41,of the flexible cable 8, the other end of which is secured to the knob 9provided on the instrument panel I of the vehicle.

By means of this arrangement, it is possible by simply operating theknob 9 to adjust the position of the throttle 2 in the pipe 3. It is ona fixed pin 56.

therefore thus possible to place, by hand, the throttle 2 in a positioncorresponding to a predetermined speed of operation of the engine.

In order to enable the aforesaid predetermined speed to be modified ifnecessary, the lever 45 is provided with a hole in which is engaged theend of a flexible cable 52 provided with a head 5|, the other end ofwhich extends to the usual accelerator pedal 53.

The device is completed by a spring 54 which connects the upper end ofthe quadrant 44 to one of the arms 55 of a lever which is pivoted Anymovement of the lever in the direction of the arrow 57 responsive to theaction of the spring 54 is prevented by a stop 58.

The shorter arm 59 of the aforesaid lever is connected to the brakepedal 62 and to the clutch pedal 63.

The connection between the arm 59 and the brake pedal 62 is effected bymeans of a flexible cable 64 lodged in a flexible sheath 55 extendingbetween a fixed bearing surface 66 on one side and an angle bracket 61on the other side. Simi-. larly, the arm 59 is connected to the clutchpedal 53 by a flexible cable 68 lodged in a flexible sheath 59 extendingbetween a bearing surface it! and the angle bracket 61. As shown, thetwo cables 54 and 68 pass through the angle bracket 61, and the cable 8,which extends to the knob 9, may also pass through said angle bracket.

This latter cable 8 also passes through the lower arm 59 of the leverand is placed in a flexible sheath II between said arm and theinstrument panel I.

The engine operating after the position of the throttle valve 2 of thepipe 3 has been adjusted by means of spring 1! of knob 9 engaging rackI6, the devices operate as follows:

1. If no pedal is depressed, the engine operates at the speed whichcorresponds to the predetermined position of the throttle valve 2.

2. If the accelerator pedal 53 is depressed, the quadrant 44 is causedto move in the direction of the arrow and consequently a greater inletis produced. It should be noted that during this movement of thequadrant 44, the head 41 does not move so that when the acceleratorpedal is released, the butterfly valve 2 returns to its initialposition.

3. If the brake pedal 62 or the clutch pedal 63 is depressed or bothpedals are depressed simultaneously, this action has the effect ofrocking the lever to which the cables 64 and 68 are attached, in thedirection of the arrow BI. In its movement, the lever carries with itthe quadrant 44 by means of the' spring 54, thereby causing the throttleto close.- As soon as the aforesaid pedal or pedals are released, thespring 54returns the quadrant 44 to the position which was predeterminedby the knob 9.

In order to prevent, owing to any locking of the cables 52, 64 and 68,any one of the pedals 53, 62 and 63 from being locked and consequentlyunable to perform its normal function, a resilient member such as springI5 of appropriate power,

"which operates as a safety member, may be provided at any point ofcable 52, or 65, or 69.

I claim:

1. A device for the control of the fuel supply of an engine comprising amember carried by the throttle valve of said engine and outside theinlet pipe, a first cable connecting said member to a control knob, asecond cable connecting said member to the accelerator pedal of theengine, a spring connecting the upper end of said member to the upperend of a rocking lever, a stop limiting the stroke of said rocking leverand two cables connecting the lower end of said rocking lever,respectively, to the clutch pedal and to the brake pedal.

2. A device according to claim l-wherein the member carried by thethrottle valve is provided with an eye in which is engaged the end ofthe cable connecting said member to the knob, said cable terminating ina ball.

3. A device according to claim 1--wherein a resilient member is providedin the several cables used in the device.

4. A device for the control of the fuel supply of an engine comprising amember carried by the throttle valve of said engine and arranged outsidethe inlet pipe, a first means connecting said member with a, controlknob, a second means 15 released again.

ROBERT HAUGUEL.

